KR20220134860A - Steering shock absorbing structure and method for in-wheel motor - Google Patents

Abstract

The present invention relates to a steering shock absorbing structure for an in-wheel motor and a method thereof. The steering shock absorbing structure for the in-wheel motor comprises: a steering input unit which senses a steering angle of a steering wheel; a steering unit fixed to one end of the steering input unit and configured to steer the wheel according to the steering angle of the steering input unit; a tilting unit wherein one end is connected to the steering unit and the other end is connected to the wheel, and which is configured to be tilted relative to the steering unit; and a control unit selectively driving the tilting unit. Provided is the steering shock absorbing structure for the in-wheel motor, capable of minimizing damage to the in-wheel motor.

Description

Steering shock absorbing structure and method for in-wheel motor

The present invention relates to a steering shock absorption structure for an in-wheel motor and a method therefor, and more preferably, an in-wheel motor capable of minimizing damage to the in-wheel motor by applying a separate tilting unit to secondarily absorb an impact above a preset threshold. It relates to a steering shock-absorbing structure for In addition, the present invention relates to a steering shock absorption method for an in-wheel motor capable of selectively driving a tilting unit by calculating the amount of shock sensed by a plurality of sensors.

In general, a vehicle is driven by transmitting a force to a road surface with a tire interposed therebetween, which is controlled by moving the front or rear wheels of the vehicle through a steering device operated by a driver from the driver's seat. Since a steering wheel used as such a steering device uses a lot of force for its rotation, a power steering system using the power of an electric motor and hydraulic pressure as auxiliary power is known as a lot of power is required to operate it with human power. is being used Here, the MDPS (Motor Drive Power Steering) system additionally includes an electric motor connected to the rotation shaft of the steering wheel, and uses the rotational force provided from the electric motor as the auxiliary rotational force of the steering wheel to easily rotate the steering wheel. make it possible

However, in the related art, when the driver rotates the steering wheel, the pinion of the steering gear rotates at the same angle, is changed to reciprocating motion by the helical gear, and then the steering angle of the tire is determined. In this way, since the solid type from the steering wheel to the steering gear is fixed, when the hardware specifications are determined, the steering response in the vehicle is also determined.

As such, since the responsiveness of the steering wheel cannot be changed according to the driving speed or driving tendency of the vehicle, it is difficult to satisfy the driver's requirements, and there is a problem in that it is not possible to provide optimized responsiveness in various driving conditions.

Recently, as research on eco-friendly vehicles has been actively conducted, it is possible to omit an intermediate power transmission device such as a speed reducer or a differential gear, thereby reducing the weight of the vehicle and reducing energy loss in the power transmission process. Considering this, an in-wheel motor vehicle in which a motor is installed directly in the rim of a wheel for mounting a tire so that the power of the motor is directly transmitted to the wheel is in the spotlight.

The advantages of using an in-wheel motor operated by electricity instead of fossil fuels have environmental aspects, but structurally, they have the advantage of being able to move the left and right wheels independently. In the in-wheel motor system, the steering motor mounted on each wheel replaces the existing steering gear structure, thereby increasing the degree of freedom of vehicle movement and further composing the steering system structure of an autonomous vehicle. However, as mechanical parts are replaced with electrical parts, there are parts that are vulnerable to external shocks, so there is a risk of safety problems caused by them.

More specifically, the independent control steering system for the in-wheel motor is equipped with a motor responsible for the steering function for each wheel of the front wheel. It is possible to secure a higher degree of freedom in realizing driving performance by freely controlling the

However, as the mechanical restraint between the wheel and the steering system is removed, it is difficult to withstand the impact load supported by the rigidity of the structure itself, such as the steering gear, with the operating force of the motor. If a large shock is transmitted from the road surface, since the shock load exceeds the limit of the motor operating force, the steering angle of each wheel is momentarily deformed to an angle that is difficult to control, resulting in an accident.

In addition, the driving motor inside the wheel may be damaged by impact, which may cause it to become inoperable. This may cause safety problems due to loss of steering control function due to road impact. Therefore, there is a need for a steering shock absorber (SSA) that can secure driving stability while applying an in-wheel motor.

Patent Document 1: Republic of Korea Patent Registration No. 10-1964373

The present invention has been devised to solve the above problems, and a steering shock absorption structure for an in-wheel motor that can minimize damage to the in-wheel motor by applying a separate tilting unit to secondarily absorb a shock above a preset threshold. to provide.

In addition, there is provided a steering shock absorption method for an in-wheel motor capable of selectively driving a tilting unit by calculating the amount of shock sensed by a plurality of sensors.

The objects of the present invention are not limited to the above-mentioned objects, and other objects of the present invention not mentioned may be understood by the following description, and can be seen more clearly by the examples of the present invention. Also, the objects of the present invention can be realized by means and combinations thereof indicated in the claims.

A steering shock absorbing structure for an in-wheel motor for achieving the above object of the present invention includes the following configuration.

In one embodiment of the present invention, a steering input unit for sensing a steering angle of a steering wheel; a steering unit engaged with the steering input unit and configured to steer a wheel according to a steering angle of the steering input unit; a tilting unit having one end connected to the steering unit and the other end connected to the wheel, configured to be tilted with respect to the steering unit; and a control unit for selectively driving the tilting unit. It provides a steering shock absorbing structure for an in-wheel motor that is configured to include.

In addition, the steering unit may include: a steering motor connected to the steering input and configured to rotate the tilting unit; and a steering angle sensor connected to the steering motor based on a steering shaft and configured to detect whether a steering angle input to the steering input unit matches a rotation angle of the steering motor; It provides a steering shock absorbing structure for an in-wheel motor that is configured to include.

In addition, the tilting unit may include: a tilting yoke having one end coupled to the steering unit; a tilting unit housing fixed to the wheel and configured to be rotated and tilted based on a tilting axis positioned on the other surface of the tilting yoke; a tilting brake device positioned between the tilting part housing and the tilting yoke to selectively fix the tilting part housing; a tilting shock absorber having one end connected to the tilting yoke and the other end being connected to the tilting unit housing; and a tilting angle sensor that is interlocked with the tilting brake device and detects a tilting angle of the tilting unit housing. It provides a steering shock absorbing structure for an in-wheel motor that is configured to include.

In addition, the acceleration sensor for detecting the impact value of the vehicle; The steering for an in-wheel motor further comprising, when more than a preset shock value is applied to the acceleration sensor, the steering angle sensor is configured to detect whether the steering angle input to the steering input unit matches the rotation angle of the steering motor Provides a shock-absorbing structure.

In addition, when the vehicle is in a driver-controllable state, the control unit provides a steering shock absorption structure for an in-wheel motor that controls the tilting brake housing to fix the tilting unit housing.

In addition, the control unit provides a steering shock absorbing structure for an in-wheel motor that controls the tilting brake device to release the fixing of the tilting unit housing when the vehicle is in a state where the driver cannot control the vehicle.

In addition, the tilting unit housing is tilted based on the tilting yoke, and provides a steering shock absorption structure for an in-wheel motor configured to compress the tilting shock absorber.

In addition, there is provided a steering shock absorbing structure for an in-wheel motor configured to restore the tilting unit housing to its original state by the elastic restoring force of the tilting shock absorber when the driver is out of the driver controllable state.

In addition, there is provided a steering shock absorbing structure for an in-wheel motor in which the tilting unit housing is tilted based on the tilting yoke and the tilting brake device is fixed.

In addition, the in-wheel motor unit connected to the tilting unit and independently applying a driving force to the wheel; It provides a steering shock absorbing structure for an in-wheel motor configured to further include.

In addition, as another embodiment of the present invention, the acceleration sensor comprising the steps of detecting whether more than a preset shock value is applied; determining, by the controller, whether or not a driver controllable state is available when more than the preset shock value is applied; disengaging the tilting brake device when the controller determines that the driver cannot be controlled in the above step; detecting, by a tilting angle sensor, whether the tilting unit housing is tilted within a preset tilting limit angle; adjusting, by the control unit, the steering angle input to the steering input unit to match the steering motor rotation angle when the tilting brake device is released when the tilting unit housing is tilted within a preset tilting limit angle; detecting, by the tilting angle sensor, whether the tilting unit housing is restored when the steering angle input to the steering input unit and the steering motor rotation angle are adjusted by the control unit; and fixing the tilting braking device when the tilting unit housing is restored to the tilting angle sensor.

In addition, in the step of determining whether the driver controllable state by the control unit, determining whether the rotation angle of the steering motor corresponding to the input steering angle is the same; when the steering angle and the rotation angle are not the same, determining whether a torque currently applied from the steering motor is less than or equal to a set limit torque of the steering motor; and determining the driver controllable state when the torque applied from the current steering motor is less than or equal to the set steering motor limit torque, and determining the driver controllable state when the torque applied from the current steering motor exceeds the set steering motor limit torque. It provides a steering shock absorption method for an in-wheel motor further comprising a.

In the step of determining, by the control unit, the driver controllable state, adjusting, by the control unit, the steering angle input to the steering input unit to match the steering motor rotation angle; It provides a steering shock absorption method for an in-wheel motor further comprising a.

In the step of detecting whether the tilting is within a preset tilting limit angle, when the tilting unit housing is tilted out of a preset tilting limit angle, fixing the tilting brake device; adjusting, by the control unit, the steering angle input to the steering input unit to match the steering motor rotation angle; releasing the fixing of the tilting brake device when the adjustment is completed so that the steering angle input to the steering input unit matches the steering motor rotation angle; detecting, by the tilting angle sensor, whether the tilting unit housing is restored; and fixing the tilting brake device when it is restored in the above step. It provides a steering shock absorption method for an in-wheel motor further comprising a.

The present invention can obtain the following effects by the configuration, combination, and use relationship described below with the present embodiment.

The tilting shock absorber absorbs the shock transmitted from the road surface and has the effect of minimizing damage to the in-wheel motor.

In addition, the control unit calculates the amount of impact and selectively drives the tilting unit to secure steering stability in normal driving situations and to prevent damage to the in-wheel motor by absorbing both front-rear/up-down impacts when more than a preset amount of impact is applied. have an effect

1 is a block diagram of a steering shock absorbing structure for an in-wheel motor as an embodiment of the present invention.
2 is an overall perspective view of a steering shock absorbing structure for an in-wheel motor as an embodiment of the present invention.
3 is a view showing detailed configurations of a steering unit and a tilting unit having a steering shock absorption structure for an in-wheel motor according to an embodiment of the present invention.
4 illustrates a driver-controllable state of a steering shock absorbing structure for an in-wheel motor according to an embodiment of the present invention.
5 illustrates a driver controllability state of a steering shock absorbing structure for an in-wheel motor according to an embodiment of the present invention.
6 is a flowchart illustrating a method for absorbing steering shock for an in-wheel motor according to an embodiment of the present invention.
7 is a flowchart illustrating a driver controllable state of a method for absorbing steering shock for an in-wheel motor according to an embodiment of the present invention.
8 is a flowchart illustrating a case in which a tilting limit angle of a steering shock absorption method for an in-wheel motor is deviating as an embodiment of the present invention.

Hereinafter, an embodiment of the present invention will be described in more detail with reference to the accompanying drawings. Embodiments of the present invention may be modified in various forms, and the scope of the present invention should not be construed as being limited to the following embodiments. This embodiment is provided to more completely explain the present invention to those of ordinary skill in the art.

In addition, terms such as "...unit" and "...unit" described in the specification mean a unit that processes at least one function or operation, which may be implemented by hardware or a combination of hardware.

Also, in the present specification, when a part is "on" or "above" another part, this includes not only the case where the other part is "directly on" but also the case where there is another part in the middle. In addition, when a part is said to be "under" or "under" another part, this includes not only the case where the other part is "directly under" but also the case where there is another part in the middle.

In addition, in each step, the identification code is used for convenience of description, and the identification code does not describe the order of each step, and each step is performed differently from the specified order unless a specific order is clearly stated in the context. can be

FIG. 1 shows a configuration diagram of a steering shock absorbing structure for an in-wheel motor as an embodiment of the present invention, and FIG. 2 shows an overall perspective view of a steering shock absorbing structure for an in-wheel motor as an embodiment of the present invention. have.

1 and 2 , a steering shock absorbing structure for an in-wheel motor according to an embodiment of the present invention includes a steering input unit 200 , a steering unit 300 , a tilting unit 400 , and a control unit 500 . can be configured. In addition, it may be configured to further include an in-wheel motor unit 700 and an acceleration sensor 600 .

The wheel 100 may be configured to be steered according to the manipulation of the steering wheel. The wheel 100 may be separated from the vehicle body and configured to be rotatable according to the operation of the steering wheel.

The steering input unit 200 may include a steering wheel and may be configured to sense a steering angle of the steering wheel. More preferably, the steering input unit 200 may be configured to detect a steering angle according to the driver's steering of the steering wheel for driving control of the vehicle in which the in-wheel motor unit 700 is mounted. That is, a steering wheel steering angle sensor for sensing a steering angle of the steering wheel may be mounted on the steering input unit 200 . The steering angle input to the steering input unit 200 detected by the steering wheel steering angle sensor may be transmitted to the control unit 500 .

The steering input unit 200 of the present invention is a concept including all electrical signals as well as physical steering input means, and may include all components capable of receiving a steering request from a user or a controller.

The steering unit 300 may be coupled to one end of the steering input unit 200 . More preferably, the steering input unit 200 is the steering unit 300 , and may be configured to cooperate with the suspension lower arm 301 and the knuckle 302 . The steering unit 300 may be configured to steer the wheel 100 according to a steering angle of the steering input unit 200 .

The tilting unit 400 may have one end connected to the steering unit 300 and the other end connected to the wheel 100 . The tilting unit 400 may be configured to tilt with respect to the steering unit 300 . The tilting unit 400 may be connected to the wheel 100 and as the tilting unit 400 is driven, the wheel 100 may be configured to tilt up and down based on one surface of the steering unit 300 . More specifically, when the impact of the road surface is transmitted to the wheel 100 , the tilting unit 400 is driven, and accordingly, the wheel 100 may be rotated and tilted in a direction opposite to the driving direction of the vehicle.

The control unit 500 may be configured to transmit and receive signals to and from the steering input unit 200 , the steering unit 300 , the tilting unit 400 , the in-wheel motor unit 700 , and the acceleration sensor 600 . The controller 500 may be configured to selectively drive the tilting unit 400 . More specifically, the control unit 500 may selectively drive the tilting unit 400 according to the general driving state and the shock application state to control stability and prevent damage to the in-wheel motor unit 700 .

Also, the controller 500 may differently control the driving speed of the in-wheel motor unit 700 mounted on the left and right wheels 100 according to the steering angle detected by the steering wheel steering angle sensor. That is, it may be configured to control the in-wheel motor unit 700 according to the steering angle input to the steering input unit 200 .

Different torques are applied to the left and right in-wheel motors 700 according to signals from the controller 500 , so that the left and right in-wheel motors 700 may be driven at different rotational speeds. Accordingly, a speed difference between the left and right wheels 100 may occur due to a difference in driving speed between the left and right in-wheel motor units 700 . Due to the speed difference between the left and right wheels 100 , a steering angle in which the left and right wheels 100 rotate equally in one direction may occur.

The in-wheel motor unit 700 may be configured to be connected to the tilting unit 400 . More preferably, the in-wheel motor unit 700 may be positioned between the wheel 100 and the tilting unit 400 . The in-wheel motor unit 700 may be configured to independently apply a driving force to each wheel 100 . The in-wheel motor unit 700 may be configured to move integrally with each wheel 100 . The in-wheel motor unit 700 may be respectively disposed near the left and right wheels 100 to transmit rotational driving force for direct driving of the left and right wheels 100 . The in-wheel motor unit 700 may be configured to be controlled by the control unit 500 according to a steering angle input to the steering input unit 200 .

The acceleration sensor 600 may be configured to detect an impact value of the vehicle. More preferably, when more than a preset shock value is applied to the acceleration sensor 600 , the tilting unit 400 may be configured to be selectively driven. In an embodiment, the preset shock value may be 2.5G. The preset impact value may vary depending on the type of wheel 100 , and the present invention is not particularly limited thereto.

When the impact of the road surface is transmitted to the wheel 100 of the vehicle, the suspension shock absorber connected to the knuckle 302 of the steering unit 300 may absorb the up-down impact. When the tilting unit 400 is driven, the tilting unit 400 may be configured to secondaryly absorb impacts in the front-rear direction and the up-down direction.

More specifically, when the shock transmitted to the wheel 100 is transmitted through the knuckle 302 during driving, the vertical shock may be absorbed by the suspension shock absorber. The tilting shock absorber 440 may absorb the up-and-down impact and the front-rear impact that the suspension shock absorber did not absorb.

3 illustrates detailed configurations of a steering unit 300 and a tilting unit 400 having a steering shock absorption structure for an in-wheel motor according to an embodiment of the present invention.

Referring to FIG. 3 , the steering unit 300 may be configured to include a steering motor 310 , a steering angle sensor 330 , and a tilting yoke 340 . In addition, the tilting unit 400 includes a tilting unit housing 410, a tilting brake disc 420a, a tilting brake caliper 420b, a tilting shock absorber 440, a tilting angle sensor 450, and a tilting yoke 340. can be configured to

The tilting brake device 420 of the present invention may include any configuration capable of selectively locking or unlocking the tilting unit housing 430. In one embodiment of the present invention, the tilting brake disk 420a and The tilting brake caliper 420b can be described as being encompassed by the tilting brake device 420 . Moreover, the tilting brake device 420 may be interpreted below to refer to the tilting brake disc 420a and the tilting brake caliper 420b respectively or collectively.

The steering motor 310 may be connected to the steering input unit 200 and configured to rotate the tilting unit 400 . More preferably, the steering motor 310 is connected to one end of the knuckle 302 in response to a steering request input through the steering input unit 200 so that the tilting yoke 340 is rotated based on the steering shaft 320 . can be

The steering motor 310 may be configured as an integrated motor and an engine control unit (ECU), such as an electric power steering (MDPS) power pack. The steering motor 310 may transmit and receive signals from the ECU of the steering motor 310 to the steering angle sensor 330 and the tilting brake caliper 420b to perform overall steering control.

When the driver turns the steering wheel, a steering request input is applied to the steering input unit 200, and the steering motor 310 rotates the wheel 100 by calculating a rotation angle corresponding to the steering request input to the steering input unit 200. It can be configured to

When the torque applied to the steering shaft 320 through the wheel 100 on the road exceeds the maximum torque of the steering motor 310, the angle of the steering wheel operated by the driver and the rotation angle of the steering motor 310 do not correspond. can be configured.

The steering angle sensor 330 may be configured to be connected based on the steering motor 310 and the steering shaft 320 . The steering angle sensor 330 may be configured to detect a rotation angle of the steering shaft 320 . Also, the steering angle sensor 330 may be configured to detect whether the steering request input to the steering input unit 200 matches the rotation angle of the steering motor 310 . The steering angle sensor 330 may be configured to monitor in real time whether the angle of the steering wheel rotated by the driver and the rotation angle of the wheel 100 correspond.

The tilting yoke 340 may be configured such that one end is fixed to the steering unit 300 . More preferably, the tilting yoke 340 may be fixed to the steering input unit 200 through the steering shaft 320 . A tilting unit housing 410 may be positioned on an outer surface of the tilting yoke 340 . More preferably, the tilting shaft 450 of the tilting part housing 410 is fastened to the other surface of the tilting yoke 340 , and the tilting part housing 410 is one of the tilting yokes 340 based on the tilting shaft 450 . It is configured to rotate up and down along the plane. One surface of the tilting yoke 340 may further include a bearing at one end facing the tilting shaft 450 . The tilting unit housing 410 may be configured to rotate based on the tilting shaft 450 inserted into the tilting yoke 340 . A steering angle sensor 330 and a steering motor 310 may be positioned on a lower surface of the tilting yoke 340 around the steering shaft 320 . More preferably, the tilting shaft 450 may be located in the tilting unit housing 410 , and the tilting shaft 450 is inserted into the opening of the tilting yoke 340 so that the tilting unit housing 410 is tilted by the tilting shaft 450 . It is configured to rotate up and down based on the outer surface of the tilting yoke 340 around the.

The tilting unit housing 410 may be configured to be fixed to the wheel 100 . More preferably, the lower end of the tilting unit housing 410 is fixed to the in-wheel motor unit 700 mounted on the wheel 100 and configured to tilt the wheel 100 . The tilting unit housing 410 may be configured to be rotationally tilted based on the tilting yoke 340 . More preferably, the tilting unit housing 410 may rotate based on the tilting shaft 450 coupled to the tilting yoke 340 .

As the tilting brake device 420 , the tilting brake disc 420a and the tilting brake caliper 420b may be configured to have a similar operation method to an Electronic Brake System (EBS) for driving a vehicle brake.

Furthermore, the tilting brake disc 420a may be configured to be fixed to the tilting unit housing 410 . The tilting brake disc 420a may be configured to fix or rotate the tilting part housing 410 using frictional force with the tilting brake caliper 420b.

In addition, the tilting brake caliper 420b may be fixed to the tilting yoke 340 and configured to selectively contact the tilting brake disk 420a.

The tilting brake caliper 420b may be configured to selectively come into frictional contact with the tilting brake disc 420a in response to a signal from the controller 500 according to the impact on the road surface. Accordingly, the tilting brake disk 420a may be configured to be selectively fixed or rotated based on the tilting yoke 340 .

The tilting brake caliper 420b may be configured to control the tilting angle and load using frictional force with the tilting brake disk 420a. The tilting brake caliper 420b is in contact with the tilting brake disk 420a during general driving, so that the tilting part housing 410 may not be tilted. Accordingly, it is possible to secure steering safety and driving performance.

If the impact of the road surface is detected by the acceleration sensor 600 and the steering angle sensor 330, the tilting part housing 410 by releasing the braking force of the tilting brake caliper 420b, the tilting brake disc 420a, and the tilting brake device 420. It can be configured to rotate.

The tilting shock absorber 440 may be configured such that one end is connected to the tilting yoke 340 and the other end is connected to the tilting unit housing 410 . The tilting shock absorber 440 may be configured to absorb the impact of the road surface when the tilting unit housing 410 is tilted. More specifically, the tilting shock absorber 440 may be compressed as the tilting unit housing 410 rotates during a road impact to absorb the impact using a spring and a damper.

The tilting angle sensor 450 may be configured to detect a tilting angle of the tilting unit housing 410 in conjunction with the tilting brake caliper 420b. As an example, when the tilting angle detected by the tilting angle sensor 450 is 0 degrees, the tilting brake caliper 420b may be configured to fix the tilting brake disk 420a. In another embodiment, in a state in which the tilting brake caliper 420b releases the tilting brake disk 420a, the tilting angle sensor 450 may be configured to detect whether the tilting unit housing 410 has rotated out of a preset tilting limit angle. can

4 illustrates a driver-controllable state of a steering shock absorbing structure for an in-wheel motor according to an embodiment of the present invention.

Referring to FIG. 4 , when the vehicle is in a driver-controllable state, the controller 500 may control the tilting brake disk 420a of the tilting brake device 420 to be fixed. The driver controllable state may mean a case in which the torque applied to the steering shaft 320 through the wheel 100 on the road surface in the presence of road surface impact is within the maximum torque range of the steering motor 310 . Also, even in a general driving state in the absence of road impact, the controller 500 may control the tilting brake disk 420a of the tilting brake device 420 to be fixed.

In the driver controllable state, the angle of the steering wheel operated by the driver and the rotation angle of the steering motor 310 may be configured to correspond. Also, in a driver-controllable state, the steering angle input to the steering input unit 200 may be configured to match the rotation angle of the steering motor 310 .

The shock transmitted from the road surface in the driver controllable state may be configured to absorb the vertical shock while the suspension shock absorber moves up and down. In this case, the tilting brake disk 420a as the tilting brake device 420 may be fixed by the tilting brake caliper 420b, and the tilting unit 400 may maintain a fixed state. In the driver-controllable state, the tilting unit 400 is not tilted by restricting the operation of the tilting brake disk 420a, so that the driver's steering stability can be secured.

The control unit 500 compares the rotation angle of the steering motor 310 detected by the steering angle sensor 330 with the steering angle input to the steering input unit 200 detected by the steering wheel steering angle sensor, and the rotation angle of the steering motor 310 . When the steering angle input to the steering input unit 200 matches the steering angle, the steering angle of the left and right wheels 100 may be adjusted to a steering angle corresponding to the steering angle input to the steering input unit 200 .

5 illustrates a driver controllability state of a steering shock absorbing structure for an in-wheel motor according to an embodiment of the present invention.

Referring to FIG. 5 , when the vehicle is in a state where the driver cannot control the vehicle, the controller 500 may control the tilting brake disk 420a of the tilting brake device 420 to be released. The driver controllable state may mean a case in which the torque applied to the steering shaft 320 through the wheel 100 on the road surface is equal to or greater than the maximum torque of the steering motor 310 .

When an impact is transmitted from the road surface, the acceleration sensor 600 may detect an impact value applied to the vehicle. When more than a preset shock value is applied to the acceleration sensor 600, the steering angle sensor 330 may be configured to detect whether the steering angle input to the steering input unit 200 matches the rotation angle of the steering motor 310. have.

When the vehicle is in an uncontrollable state by the driver, the steering angle input to the steering input unit 200 and the rotation angle of the steering motor 310 may not match. The controller 500 may control the tilting brake disc 420a as the tilting brake device 420 to be released from the tilting brake caliper 420b to rotate the tilting unit housing 410 when the driver is in an uncontrollable state.

The tilting unit housing 410 may be tilted based on the tilting yoke 340 according to a tilting signal of the controller 500 . More preferably, when the tilting signal of the controller 500 is transmitted to the tilting brake caliper 420b, the tilting part housing 410 shown in FIG. It may be configured to rotate in a clockwise direction with respect to the reference.

When the tilting unit housing 410 is tilted with respect to the tilting axis 450 of the tilting yoke 340 , the tilting shock absorber 440 may be compressed. In a state where driver control is impossible, the suspension shock absorber can primarily absorb up-and-down shocks. The tilting shock absorber 440 may be configured such that the wheel 100 moves in the rearward upward direction with the tilting shaft 450 while additionally absorbing the shock that the suspension shock absorber cannot absorb.

The shock absorber of the suspension absorbs the shock while moving up and down, so it cannot absorb the forward and backward shocks, causing damage to the wheel 100, whereas the tilting unit 400 moves the wheel 100 upward while simultaneously moving the wheel 100 backward. Therefore, it is possible to prevent damage to the inside of the in-wheel motor unit 700 by effectively absorbing the shock while riding over the obstacle.

When the shock is relieved by the tilting shock absorber 440, the driver can escape from the uncontrollable state. When the driver is out of the controllable state, the tilting unit housing 410 may be configured to be restored to its original state by the elastic restoring force of the tilting shock absorber 440 . More preferably, the tilting unit housing 410 may be rotated counterclockwise with reference to FIG. 5 to be restored.

When the tilting unit housing 410 is tilted based on the tilting yoke 340 , the tilting brake disk 420a may be fixed. More preferably, when the tilting angle detected by the tilting angle sensor is 0 degrees, the controller 500 may control the tilting brake disk 420a to be fixed.

6 is a flowchart illustrating a method for absorbing steering shock for an in-wheel motor according to an embodiment of the present invention.

Referring to FIG. 6 , in the method for absorbing a steering shock for an in-wheel motor according to an embodiment of the present invention, the acceleration sensor 600 detects whether a preset shock value or more is applied ( S100 ), and the acceleration sensor 600 is preset When the preset shock value or more is applied in the step (S100) of detecting whether more than the set shock value is applied, the controller 500 determines whether the driver controllable state (S200), the tilting brake disk 420a is released Step (S300), the tilting angle sensor 450 detects whether the tilting unit housing 410 is tilted within a preset tilting limit angle (S400), the tilting angle sensor 450) is the tilting unit housing 410 is preset When the tilting is within the tilting limit angle in the step (S400) of detecting whether the tilt is within the tilting limit angle, in a state in which the tilting brake disk 420a is released, the control unit 500 controls the steering angle input to the steering input unit 200 and the steering motor (310) When the adjustment is completed in the step of adjusting the rotation angle to match (S500), the control unit 500 adjusting the steering angle input to the steering input unit 200 to match the rotation angle of the steering motor 310 (S500) , the tilting angle sensor 450 detects whether the tilting unit housing 410 is restored (S600) and the tilting angle sensor 450 detects whether the tilting unit housing 410 is restored in the step (S600). In this case, the tilting brake disk 420a may be configured to include a fixing step (S700).

When the acceleration sensor 600 detects whether or not a preset shock value or more is applied (S100), the tilting unit 400 may be configured to selectively drive when a preset shock value or more is applied to the acceleration sensor 600 . In one embodiment, the preset shock value may be 2.5G. When an impact value of 2.5G or more is applied to the acceleration sensor 600 , the control unit 500 may determine whether a driver controllable state is possible ( S200 ).

In the step S200 of determining whether the control unit 500 is in a driver-controllable state, it is determined whether the torque applied to the steering shaft 320 from the road surface through the wheel 100 exceeds the maximum torque of the steering motor 310 . can When the torque applied to the steering shaft 320 from the road surface through the wheel 100 exceeds the maximum torque of the steering motor 310, the angle of the steering wheel operated by the driver and the angle of the steering shaft 320 may not correspond to each other. can In this case, the controller 500 may instantaneously calculate the magnitude of the impact coming from the road surface through the signals detected by the acceleration sensor 600 , the steering angle sensor 330 , and the steering wheel angle sensor. When the controller 500 determines that the driver control is impossible (S200), the controller 500 may release the tilting brake disk 420a (S300).

When the tilting brake disc 420a is released ( S300 ), the tilting unit housing 410 may be tilted at a predetermined angle. In the step (S400) of the tilting angle sensor 450 detecting whether the tilting unit housing 410 is tilted within a preset tilting limit angle, the tilting brake caliper 420b is maintained in a state not in contact with the tilting brake disk 420a. can be

Then, when the tilting angle sensor 450 is tilted within the tilting limit angle in the step (S400) of detecting whether the tilting unit housing 410 is tilted within the preset tilting limit angle, the control unit 500 to the steering input unit 200 It may include adjusting the input steering angle and the steering motor 310 rotation angle to match ( S500 ).

In the state in which the tilting brake disc 420a is released (S300), the control unit 500 adjusts the steering angle input to the steering input unit 200 to match the rotation angle of the steering motor 310 (S500), the steering input unit It may be a step of adjusting the angle of the steering motor 310 according to the steering angle input in 200 . The controller 500 may control the steering angle input to the steering input unit 200 to match the rotation angle of the steering motor 310 by adjusting the rotation angle of the steering motor 310 .

When the adjustment is completed in the step (S500) of the control unit 500 adjusting the steering angle input to the steering input unit 200 to match the rotation angle of the steering motor 310, the tilting angle sensor detects whether the tilting unit housing is restored to its original state ( S600) may be included. In the step ( S600 ) of detecting whether the tilting unit housing 410 is restored by the tilting angle sensor 450 , when the tilting angle of the tilting unit housing 410 becomes 0 degrees, it may be detected as being restored. When the tilting angle sensor 450 detects that the tilting unit housing 410 is restored, the controller 500 may control the tilting brake disk 420a to be fixed ( S700 ).

When the tilting angle sensor 450 is restored in the step (S600) of detecting whether the tilting unit housing 410 is restored, a step (S700) of fixing the tilting brake disk 420a may be included.

In the step of fixing the tilting brake disk 420a ( S700 ), the tilting brake caliper 420b may be fixed in contact with the tilting brake disk 420a. More preferably, when the controller 500 transmits a fix signal to the tilting brake caliper 420b, the tilting brake caliper 420b may hold both sides of the tilting brake disc 420a and fix it.

7 is a flowchart illustrating a driver controllable state of a method for absorbing steering shock for an in-wheel motor according to an embodiment of the present invention.

Referring to FIG. 7 , in the step S200 of determining whether the control unit is in the driver controllable state, the controller 500 determines whether the rotation angle of the steering motor corresponding to the input steering angle is the same (S210), and the steering angle and the If the rotation angles are not the same, it is determined whether the torque currently applied from the steering motor is equal to or less than the set limit torque of the steering motor ( S220 ). If the torque applied from the current steering motor is less than the set steering motor limit torque, it is determined as a driver controllable state (S230), and when the torque applied from the current steering motor exceeds the set steering motor limit torque, it is determined as the driver controllable state (S250).

When the driver controllable state, the control unit 500 may further include adjusting the steering angle input to the steering input unit 200 to match the rotation angle of the steering motor 310 ( S240 ).

When the shock value detected by the acceleration sensor 600 is equal to or greater than a preset shock value, the controller 500 may determine whether the driver controllable state is possible ( S200 ). When the torque applied to the steering shaft 320 through the wheel 100 on the road surface is within the maximum torque range of the steering motor 310 , the controller 500 may determine the driver controllable state.

When it is determined that the driver controllable state is available, the controller 500 may adjust the rotation angle of the steering motor 310 ( S240 ). More specifically, the controller 500 may control the steering angle input to the steering input unit 200 to match the rotation angle of the steering motor 310 . When the driver controllable state is in the controllable state, the controller 500 may maintain a steering angle intended by the driver, and may control the tilting unit 400 to maintain a fixed state.

8 is a flowchart illustrating a case in which a tilting limit angle of a steering shock absorption method for an in-wheel motor is deviating as an embodiment of the present invention.

Referring to FIG. 8, in the step (S400) of the tilting angle sensor 450 detecting whether the tilting unit housing 410 is tilted within the preset tilting limit angle, the tilting unit housing 410 is out of the preset tilting limit angle. In the case of tilting, the step of fixing the tilting brake disk 420a (S410), the control unit 500 adjusting the steering angle input to the steering input unit 200 and the steering motor 310 rotation angle to match (S420), When the adjustment is completed in the step (S420) of the control unit 500 adjusting the steering angle input to the steering input unit 200 to match the rotation angle of the steering motor 310, the tilting brake disk 420a is released (S430), When the tilting angle sensor 450 detects whether the tilting unit housing 410 is restored (S440) and the tilting angle sensor 450 detects whether the tilting unit housing 410 is restored (S440), The step of fixing the tilting brake disk 420a ( S450 ) may be further included.

In the step (S400) of the tilting angle sensor 450 detecting whether the tilting unit housing 410 is tilted within the preset tilting limit angle, when the tilting unit housing 410 is tilted outside the preset tilting limit angle, the tilting brake The disk 420a may be fixed (S410).

As an embodiment, the preset tilting limit angle may be 45 degrees. The tilting angle sensor 450 may transmit a signal to the controller 500 when it detects that the tilting unit housing 410 is tilted out of a preset tilting limit angle. In this case, the controller 500 may control the tilting brake caliper 420b to contact the tilting brake disc 420a by transmitting a fixed signal. That is, the tilting brake disk 420a may be fixed ( S410 ).

In a state in which the tilting brake disc 420a is fixed, the tilting shock absorber 440 may absorb a shock transmitted from the road surface. The controller 500 may determine whether the torque applied to the steering shaft 320 is lowered within the maximum torque range of the steering motor 310 .

In a state in which the tilting brake disk 420a is fixed, the controller 500 may adjust the steering angle input to the steering input unit 200 to match the rotation angle of the steering motor 310 ( S420 ). Thereafter, when the adjustment is completed, the controller 500 may release the fixed tilting brake disk 420a ( S430 ). The tilting angle sensor 450 may detect whether the tilting unit housing 410 is restored (S440). For example, when the tilting angle detected by the tilting angle sensor 450 is 0 degrees, the controller 500 may determine that the tilting unit housing 410 is restored. When it is determined that the tilting unit housing 410 has been restored, the controller 500 may control the tilting brake disk 420a to be fixed ( S450 ).

In summary, the present invention provides a steering shock absorbing structure for an in-wheel motor capable of minimizing damage to the in-wheel motor by applying a separate tilting unit 400 to secondarily absorb a shock greater than a preset threshold. In addition, there is provided a steering shock absorption method for an in-wheel motor capable of selectively driving the tilting unit 400 by calculating the amount of shock sensed by a plurality of sensors.

The above detailed description is illustrative of the present invention. In addition, the above description shows and describes preferred embodiments of the present invention, and the present invention can be used in various other combinations, modifications, and environments. That is, changes or modifications are possible within the scope of the concept of the invention disclosed herein, the scope equivalent to the described disclosure, and/or within the scope of skill or knowledge in the art. The described embodiment describes the best state for implementing the technical idea of the present invention, and various changes required in specific application fields and uses of the present invention are possible. Accordingly, the detailed description of the present invention is not intended to limit the present invention to the disclosed embodiments. Also, the appended claims should be construed as including other embodiments.

100: wheel
200: steering input unit
300: steering unit
301: lower arm
302: knuckle
310: steering motor
320: steering shaft
330: steering angle sensor
340: tilting yoke
400: tilting unit
410: tilting unit housing
420: tilting brake device
420a: tilting brake disc
420b: tilting brake caliper
430: tilting angle sensor
440: tilting shock absorber
450: tilting axis
500: control
600: acceleration sensor
700: in-wheel motor unit

Claims (14)

a steering input unit sensing a steering angle of the steering wheel;
a steering unit engaged with the steering input unit and configured to steer a wheel according to a steering angle of the steering input unit;
a tilting unit having one end connected to the steering unit and the other end connected to the wheel, configured to be tilted with respect to the steering unit; and
a control unit for selectively driving the tilting unit; configured to include
Steering shock absorption structure for in-wheel motors.
The method of claim 1,
The steering unit is
a steering motor connected to the steering input and configured to rotate the tilting unit; and
A steering angle sensor connected to the steering motor and the steering shaft based on the steering angle and configured to detect whether the steering angle input to the steering input unit matches the steering motor rotation angle;
Steering shock absorption structure for in-wheel motors.
The method of claim 1,
The tilting unit is
One end of the tilting yoke is fastened to the steering unit;
a tilting unit housing fixed to the wheel and configured to be rotated and tilted based on a tilting axis positioned on the other surface of the tilting yoke;
a tilting brake device positioned between the tilting part housing and the tilting yoke to selectively fix the tilting part housing;
a tilting shock absorber having one end connected to the tilting yoke and the other end being connected to the tilting unit housing; and
a tilting angle sensor that is interlocked with the tilting brake device and detects a tilting angle of the tilting unit housing; configured to include
Steering shock absorption structure for in-wheel motors.
4. The method of claim 3,
an acceleration sensor that detects an impact value of the vehicle; further comprising,
When more than a preset shock value is applied to the acceleration sensor, the steering angle sensor is configured to detect whether the steering angle input to the steering input unit matches the rotation angle of the steering motor
Steering shock absorption structure for in-wheel motors.
5. The method of claim 4,
When the control unit is in a driver controllable state,
The tilting brake device controls the tilting unit housing to be fixed.
Steering shock absorption structure for in-wheel motors.
5. The method of claim 4,
When the control unit is in a state where the driver cannot control the vehicle,
The tilting brake device is configured to control the tilting unit housing to be unfixed.
Steering shock absorption structure for in-wheel motors.
7. The method of claim 6,
The tilting unit housing is tilted based on the tilting yoke, and the tilting shock absorber is compressed.
Steering shock absorption structure for in-wheel motors.
8. The method of claim 7,
When the driver is out of control,
The tilting unit housing is configured to be restored by the elastic restoring force of the tilting shock absorber.
Steering shock absorption structure for in-wheel motors.
9. The method of claim 8,
The tilting unit housing is tilted based on the tilting yoke, and the tilting brake device is fixed.
Steering shock absorption structure for in-wheel motors.
The method of claim 1,
an in-wheel motor unit connected to the tilting unit and independently applying a driving force to the wheel; configured to further include
Steering shock absorption structure for in-wheel motors.
detecting, by the acceleration sensor, whether more than a preset shock value is applied;
determining, by the controller, whether or not a driver controllable state is available when more than the preset shock value is applied;
disengaging the tilting brake device when the controller determines that the driver cannot be controlled in the above step;
detecting, by a tilting angle sensor, whether the tilting unit housing is tilted within a preset tilting limit angle;
adjusting, by the control unit, the steering angle input to the steering input unit to match the steering motor rotation angle when the tilting brake device is released when the tilting unit housing is tilted within a preset tilting limit angle;
detecting, by the tilting angle sensor, whether the tilting unit housing is restored when the steering angle input to the steering input unit and the steering motor rotation angle are adjusted by the control unit; and
In the tilting angle sensor, when the tilting unit housing is restored, fixing the tilting brake device;
Steering shock absorption method for in-wheel motors.
12. The method of claim 11,
In the step of the control unit determining whether the driver controllable state,
determining whether rotation angles of the steering motors corresponding to the input steering angles are the same;
when the steering angle and the rotation angle are not the same, determining whether a torque currently applied from the steering motor is less than or equal to a set limit torque of the steering motor; and
Determining the driver controllable state when the torque applied from the current steering motor is less than or equal to the set steering motor limit torque, and determining the driver controllable state when the torque applied from the current steering motor exceeds the set steering motor limit torque; more containing
Steering shock absorption method for in-wheel motors.
13. The method of claim 12,
adjusting, by the control unit, the steering angle input to the steering input unit to match the steering motor rotation angle in the step of determining, by the control unit, the driver controllable state; further comprising
Steering shock absorption method for in-wheel motors.
12. The method of claim 11,
In the step of detecting whether it is tilted within a preset tilting limit angle,
fixing the tilting brake device when the tilting unit housing is tilted out of a preset tilting limit angle;
adjusting, by the control unit, the steering angle input to the steering input unit to match the steering motor rotation angle;
releasing the fixing of the tilting brake device when the adjustment is completed so that the steering angle input to the steering input unit matches the steering motor rotation angle;
detecting, by the tilting angle sensor, whether the tilting unit housing is restored; and
fixing the tilting brake device when it is restored in the above step; further comprising
Steering shock absorption method for in-wheel motors.

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